Scotch block



July 4, 1939. sw. HAYES SCOTCH BLOCK Filed May 16', 1938 4 Sheets-Sheet 1 July 4, 1939. s. w. HAYES 2,164,404

SCOTCH BLOCK Filed May 16, 1938 4 Sheets-Shqet 2 S. W. HAYES SCOTCH BLOCK July 4, 1939.

Fi'led May 16, 1938 4 Sheets-Sheet 4 52%; Waf s Patented July 4, 1939 UNITED STATES PATENT OFFICE SCOTCH BLOCK Application May 16, 1938, Serial No. 208,159

16 Claims. (01. 104-259) The present invention is directed to the improvement and simplification of wheel stops of the type commonly known as scotch blocks or the like used on railway tracks. It is directed particu- B larly to the type of scotch blocks disclosed in the Whilt Patent No, 1,369,910 and Patents Nos. 1,801,917, 1,864,539 and 1,910,389 granted to the present applicant, which are adapted to slide along the rail and are provided with portions extending below the base of the rail into abutting relationship with the ties.

Scotch blocks constructed in this fashion provide a cushion stop for the car wheels because the force of the car wheel impact is transmitted to the ties and ballast. A slight movement of the tie upon impact provides a shock absorbing resistance that minimizes damage to either the cars or rails.

Scotch blocks of the type disclosed in the aforementioned patents are applicable to rails without the necessity of drilling either the stops or the rails and are designed for application to rails of different sizes. The present invention is directed to improvements in scotch blocks of this type to facilitate the application to and more particularly to facilitate the centering of the blocks upon rails of difierent sizes.

It is, therefore, the primary object of the present invention to provide a scotch block that, may

be readily applied to rails of different sizes and which may be constructed both simply and economically.

A further object of the invention is the provision of a scotch block with new and improved centering means facilitating the centering of the block upon rails of different sizes and so constructed that the sliding movement of the block along the rail is in no wise cramped.

Another object of the invention is to provide a scotch block that is self centering, that is, one that centers itself upon application therof to the rail.

A more specific object of the invention is the provision of a scotch block with centering means adjustably mounted thereon for movement vertically with respect to the head of the rail and having divergent portions extending from points within the vertical projected area of the smallest size rail head to points without the vertical projected area of the largest size rail head for which the block is designed.

Other objects and advantages of the invention will become apparent from the ensuing description in the course of which reference is had to the M accompanying drawings, in which:

Fig. l-is a perspective view of a single scotch block mounted on a rail; p

Fig. 2 is a transverse section taken along the line 22 of Fig. 3; l

Fig. 3 is an enlarged side elevation of the block 5 shown in Fig. 1; I

Fig. 4 is a top plan View thereof;

Fig. 5 is a front elevation of the block;

Fig. 6. is a rear elevation of the block;

Fig. '7 is a front elevation of the block'mounted m upon a smaller rail;

Fig. 8 is a perspective view of a pair of scotch blocks of modified form mounted upon a pair of rails;

Fig. 9 is an enlarged side elevation of one of the blocks illustrated in Figure 8;

, Fig. .10 is an enlarged detail of the centering means of the modified blockj Fig. 11 is an enlarged plan detail of the centering means; i 20 Fig, 12 is an enlarged front detail of the centering meansi Y Fig, 13 is a transverse section. taken along the lines l3l3 of Fig. 10; and

Fig. 141s a View similar to Figure 12 of the block 25 mounted on a smaller rail.

Referring first to Figures 1 to 7 inclusive, the block proper indicated by reference numeral I B may be seen to comprise a fiat plate seated upon and extending upward in the plane of the rail. i2. The front edge M of the plate is curved so as to engage the wheel of a car and it, therefore, constitutes what may be termed the car wheel abutment. In order to prevent overrunning of the block by the wheel, the former is made with a height substantially equal to the distance the car wheel axle extends above the rail. The plate I itself is preferably punched or cut from steel plate having a thickness substantially less than the width of the rail head. 40

The force of the impact of the wheel against the stop is transmitted to the tie and ballast through a pair ofdiverging' and downwardly extending leg members 16 suitably secured as by welding to the opposite sides of the plate l0 sub- 45 stantially centrally of the ends. These leg members are inwardly facing channels having their flanges beveled at their upper ends according to the angle of their slope and a length such that the lower portions of the rear flanges l8 provide '50 a substantial tie face abutting or contacting surface. The leg members are braced and strength ened by triangular brackets 20 extending like the leg members downwardly and outwardly from g the plate. The brackets are Welded to both the plate and leg members and to obtain greater strength are so positioned that the angle of divergence differs from the angle of divergence of the leg members.

The plate, being constructed with a height substantially equal to the distance the car wheel axles extend above the rails, is subjected to a turning moment whenever the car wheel collides against it. To prevent this moment from upsetting the block Without preventing, at the same time, the sliding of the block under the impact of the collision, the rear end of the block is extended a substantial distance to the rear of the car wheel abutment l4 and the front end of the block is clamped to the rail in a substantial noncramping manner by a clamping means indicated generally by the reference numeral 22. The clamping means is adjustable to fit rails of different sizes in a manner about to be described.

The clamping means 22 comprises an openable loop or yoke structure supported by the plate and extending underneath and embracing the rail. The loop structure consists of a pair of loop shelves 24 securely welded to the plate and a U-shaped yoke 26. The shelves are right angle brackets each having one leg welded to the side of the plate in such manner that the other extends outwardly substantially horizontally from the plate. Each of the horizontal legs is apertured to receive one of the parallel loop bolts 28 of the U-shaped yoke. The latter is completed by a horizontal member 30 of substantially rectangular section and welded to the bolts. It extends beneath the rail and when properly installed, it engages the underside of the rail base.

The U-shaped yoke is adjustably supported upon the shelves in order that it may be readily applied to rails of various size. The adjustability is secured by threading the upper ends of the loop bolts so that the loop may be raised or lowered simply by turning the nuts 32 in one direction or another.

The loop structure is made substantially noncramping, that is, it does not materially impede the sliding of the block when the latter is hit by a car wheel. The non-cramping action is obtained by mounting the loop in such manner that there is no relative movement between it and the remainder of the block upon impact. In the instant case, the undesired relative movement is avoided by passing the vertical legs 28 of the loop through retainers 34. The retainers are made of integral pieces of steel substantially U-shaped in cross section, and are welded to the front flanges 35 of the leg members I6 with the longitudinal open faces vertically disposed and facing the flange face. The lower ends of the inner side walls of the retainers are cut away as indicated at 38 (see Figure 7) in order that the horizontal cross bar 30 of the loop structure may be moved above the lower ends of the retainers when the block is applied to small rails. Added rigidity is given to the retainers by welding them to the underside of the loop shelves 24 and to triangular brackets 40 in turn welded to the outer faces of the leg members. The brackets 40 serve also to close the longitudinal open faces of the loop retainers Where the retainers extend beyond the leg members as indicated best in Figure 2.

The rear end of the block is guided by an inverted U-shaped guiding member 42 welded to the block. This member is so located that it contacts the head of the rail and is of a size to fit across the head of the largest size rail for which the block is designed. The dependent portions of the guiding member thus accurately center the rear end of the block upon the large rails and also serve to limit lateral movement of the rear end of the block when the latter is mounted upon smaller sized rails.

In stops of the general type, hereinbefore described, Which are slidably mounted upon the rails, provision must be made for centering them upon rails of various size. One of the primary features of this invention is the provision of stops having a centering means that is adjustable with respect to a portion of the rail so that it may center the block upon rails of different sizes. In the modification now being described, the centering means is of the self centering type as it requires no manual adjustment when the stop is applied to the rail.

The self centering means comprises a pair of centering arms 44 mounted in spaced apart relation upon a pin 46 extending through and slidably mounted in a vertically disposed slot 48 formed in the plate I 0. The arms comprise apertured parallel portions 50 through which the pin 46 extends and diverging portions 52 that are adapted to seat upon the upper corners of the rail heads. The vertical portions of the arms are spaced apart a sufficient distance to permit relatively free movement of the centering means in the slots and care should be exercised in making the slots so that the pin, while not loosely mounted in the slot, will move relatively freely. In order to assure free movement it is preferred that both arms be substantially securely fastened, as by welding or otherwise, to the pin 44. Thus, the two arms move in unison in relation to the plate and binding of the centering means against the plate is prevented. The divergent portions 52 are so constructed that they extend from points within the vertical projected area of the smallest rail head to points without the vertical projected area of the largest size rail head for which the block is designed. The angle of divergence between the two arms should be such that the component of force tending to cause upward movement of the centering means is relatively small, and in the instant embodiment the angle of divergence has been illustrated as approximately 25 from the vertical.

It is customary in the installation of scotch blocks to apply one to each of the rails constituting the track upon which the car rolls, and this is true of the blocks described above even though the description thus far has been limited to a single block. When it is desired to install the block, it is necessary only to seat it upon the rail with the plate approximately at the center thereof. The centering is then effected by the centering means 44 which moves vertically relative to the plate in its associated slot 48. The plate being thus accurately centered can be secured to the rail by the non-cramping clamp. The clamp may be placed in position beneath the rail either before or after placing the block on the rail, preferably before. The nuts are then applied and the loop structure drawn up until the cross bar engages the bottom of the rail.

The position of the clamping and centering means for rails of different size may be noted from a comparison of Figures and '7. In the former, the block is shown applied to a large rail, and in the latter, to a small rail. When applied to the large rail, the cross bar 39 of the loop structure is a considerable distance below the 2,164,404 loop shelves and also is below the loop retainers.

When applied to a small rail, the cross bar is nearer the shelves and extends above the lower ends of the retainersin the spaces provided by the out away'portions. In both installations it may be seen that the divergent portions 52 extend downward from points within the vertical projecte d area of the rail head to points without the vertical projected area. The plate It, being made of a'fiatpiece of metal, has a constant tl'nckness and consequently the vertical portions 58 of the centering means always abut against the sides of the plate.

When the car wheel collides against the wheel abutment, the forceof the impact is transmitted to the tie and ballast through the tie face ongaging members 16, because of the fact that the block is freetoslide on the rail. The length of the stop in contact with the upper surface of the rail head and the clamping means prevent upsetting of the stop without materially impeding the sliding movement. The movement of the block along the rail is relatively slight and it has'been found from practice that the blocks and ties do not have to be reset except at relatively long intervalasuch as a period of approximately six' or eight months.

In the modified form of the invention illustrated in Figures Ste 14 inclusive, the scotch block has been illustrated as being of a somewhat different'construction and the centering means may be'seen to comprise a pair of cam arms mounted for simultaneous rotation. The cam arms themselves are provided with divergent portions adapted to engage the upper corners of the rail head. The'centering means is shown attached to a scotch block constructed after the disclosure in' applicants Patent No. 1,891,917.

The scotch block comprises a pair of plates 53 whioh'are reverse duplicates of each other. They are secured together at their front ends and spread divergently apart their rear ends thereby toform a tapered structure. The forward ends are secured together by suitable means as by welding them to a plurality of variously shaped spacing blocks 54, 55, 58 and 58 placed between the plates at suitable places as shown in Figure 9. Additional spacers may be utilized if desired. The rear ends are welded to an inverted U-shaped rail saddle 62 adapted to seat upon the rail head and. extending well below the rail base so as to be in a position to transmit the force of the impact of a car wheel against the block. to the tie and ballast. The tie engaging face of the saddle is provided with a wide flange to give it greater strength and to distribute force of the impact over a greater portion of the tie face. The saddlev 62 provides also a means for centering the rear end of the block upon the rail and the downwardly extending portions thereof are spaced apart a suflioient distance so that the saddle may fit over the largest size for which the blockis designed.

The wheel abutment 64 is formed as may be noted from Figure 8 of a width greater than the combined widthsof plates 53 by cutting the plates back from their line of contact, i. e., the line from which their divergence commences and whichpasses through the upper and lower points andat the same time permits the use of relatively 75" plates; The abutment has a curvature corresponding to the contour of the car wheel, and the block itself has a height substantially equal to the distance the car wheel axle extends above the rail. r w

The front or abutment end of the block is secured to the rail by non-cramping clamping means 66 similar to the clamping means of the previously described modification. The clamping means comprises a loop structure adjustably supported from the plates by a pin 58 apertured at its ends and extending through and welded to both plates. A spacing block 69 maintains the plates 53 a predetermined distance apart at the place where the pin 68 goes through the latter, and also serves as a guide for the pin. The loop structure itself consists of a pair of parallel loop bolts Til secured together at their lower ends by a cylindrical cross bar 12 welded to the lower ends of the bolts. The upper ends of the bolts are threaded and nuts 73 provide means for drawing the cross bar 12 into engagement with the under sides of rails of different size. The cross bar 12 is forced to travel in unison with the block by means of a pair of eye-bar pull rods 14 thereby to prevent binding of the cross bar against the under side of the rail base. The loop bolts lflpass through the eyes 18 of the eye-bars and the offset portions 18 of the latter pass through apertures at the lower ends of the divergent plates 53.

The means for centering the front end of the lock on rail heads of diiTerent widths that forms the primary feature of the modification now being described is a cam structure indicated generally by reference numeral 80. The cam comprises a pair of centering arms 82 mounted for rotation with respect to the stop upon a cam shaft 84 journalled for rotation in a sleeve 86 welded to the plates as best illustrated in Figure 13 The centering arms 82 are formed and shaped from integral pieces of metal as by stamping. They comprise apertured flat portions 88 welded to the cam shaft and cam portions 90. The cam portions 98 provide a cam structure which when assembled has a pair of divergent cam surfaces as illustrated best in Figures 12 and 14. It may be seen, therefore, that when the cam is rotated, the cam portions are moved vertically with respect to the rail head-so that the rail heads of different size may be engaged thereby. The cam portions may also be considered as being analogous to the divergent portions 52 of the slidably mounted centering means of the modification previously described. When thus considered, the cam portions may be seen to comprise arms extending downward from points within the vertical projeoted area of rails of the smallest size upon which the block is to be installed to points without the projected area of the largest size rails.

The cam may be held in adjusted position by a suitablelock or detent adapted to prevent rotation of the cam relative to the block. It has been found desirable to use threaded set screws mounted in blocks 94 welded to the plates 53. The set screws are adapted selectively to be threaded into. one of a plurality of V-shaped grooves 98 suitably formed at the ends of the fiat portions 88 of the centering arms.

The modified form of scotch block may be installed upon the rails in substantially the same manner as the block previously described. The loop structure is preferably, placed in position and the scotch block then placed upon the rail with the eye 16 of the pull rods being placed over i the loop'bolts 10. Thereafter the centering cam may be rotated to bring the divergent portions thereof into contact withthe rail head, and the set screw 92 turned to hold the: centering arms in adjusted position. The position of the centering arms with respect to the block and rail heads of difierent sizes may be noted by a comparison of Figures 12 and 14.

When the block of the present modification has been properly installed upon the rail, it, like the previously described block, is adapted to slide along the rail under the impact of a car wheel and the shock of the impact is transmitted to the tie and ballast.

In conclusion, it may be mentioned that the construction of the scotch blocks and of the centering means, as well, may be varied in many Ways without departing from the scope of the present invention. For instance, the two types of centering means may be interchanged and likewise applied to other types of wheel stops. Furthermore, it is possible that the forms of the elements comprising the centering means per se may be changed. As an instance of the type of change that might be made in the construction of the centering means, there may be recited a change in the position of the slot 48 of the first described modification. If this type of centering means is to be used in the modified form of block, it would be advisable to place the slot at an angle displaced from the vertical to take into account the divergence of the plates forming the wheel abutment. In other words, it would be desirable to place the slot at an angle such that the distanoe through the plates at the pin connection would be substantially constant for all vertical positions. This arrangement would prevent tipping of the centering means as it slides in the wheel abutment.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States is:

l. A scotch block having a car wheel abutment structure upstanding in the plane of the rail substantially to the level of the car wheel axis and adapted to slide along the rail under car wheel impact, and means supported by said structure and movable vertically in the plane of the rail adapted to contact the rail for centering the block.

2. A scotch block having at its forward end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted to embrace a portion of the rail secured to the rear end of the block, said structures being dimensioned to fit the largest sized rail for which the block is designed, and means supported by said abutment and movable vertically in the plane of the rail having divergent portions extending downward from points within the vertical projected area of the smallest sized rail head to points without the vertical projected I area of the largest sized rail head, whereby said ties and ballast and a guiding structure adapted partially to surround the rail head secured to the rear end of the block, substantially non-cramping means for slidably clamping said block to the rail, said structures being designed to fit the largest size of rail for which the block is designed and the clamping means being adjustable to fit various sizes of rails, and means mounted at the forward end of the block for movement in the plane of the rail having divergent portions adapted to contact the upper corners of the rail head for centering the forward end of the block.

4. In a wheel stop of the type adapted to be mounted upon difierent sized rails and to slide therealong under car wheel impact, a centering means movable vertically in the plane of the rail and having divergent portions extending downward from points within the vertical projected area of the smallest sized rail to points without the vertical projected area of the largest sized rail, whereby said portions are adapted to contact the different sized rails.

5. A scotch block having a car wheel abutment structure upstanding in the plane of the rail substantially to the level of the car wheel axis and adapted to slide along the rail under care wheel impact, and means slidably mounted on the block for vertical movement in the plane of the rail and adapted to contact opposite sides of the rail for centering the block.

6. A scotch block having a relatively narrow car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted to embrace a portion of the rail secured to the rear end of the block, said structures being dimensioned to fit the largest size of rail for which the block is designed, and a centering means comprising a pair of divergent arms extending downward from points within the vertical projected area of the smallest size rail head to points without the vertical projected area of the largest size rail head slidably mounted upon said abutment so as to contact portions of rail heads of different size.

7. A scotch block seated upon the rail head and having at its forward end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted partially to surround a portion of the rail secured to the rear end of the block, substantially non-cramping means for slidably clamping said block to the rail, said structures being designed to fit the largest rail for which the block is designed and the clamping means being adjustable to fit various sizes of rails, and means slidably mounted at the forward end of the block for movement in the plane of the rail for centering that end of the block, said means comprising portions abutting against opposite sides of the abutment and other portions extending downward and outward from the first mentioned portions for contacting the upper corners of the rail heads.

8. In a wheel stop of the type adapted to be mounted upon a rail and to slide therealong under car wheel impact, a centering means slidably mounted in the stop for movement in the plane of the rail and having divergent portions extending downward from points within the vertical projected area of the rail to points without the vertical projected area adapted to contact the rail.

9. In a wheel stop of the type comprising a plate adapted to be mounted upon a rail and to slide therealong under car wheel impact, a centering means slidably mounted in said plate for movement in the plane of the rail, said centering means comprising a pair of interconnected arms each having a portion abutting against a side of the plate and opposed divergent portions extending downward and outward from the plate adapted to contact the rail.

10. A scotch block having a car wheel abutment structure upstanding in the plane of the rail substantially to the level of the car wheel axis and adapted to slide along the rail under car wheel impact, and means rotatably mounted upon the block having portions movable in the plane of the rail adapted to contact the rail for centering the block.

11. A scotch block having a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted to embrace a portion of the rail secured to the rear end of said block, said structures being dimensioned to fit the largest size of rail for which the block is designed, and a centering means comprising a pair of arms having divergent portions extending from within the vertical projected area of the smallest sized rail head to points without the vertical projected area of the largest sized rail head rotatably mounted upon said structure so as to contact portions of the rail heads.

12. A scotch block seated upon the rail head and having at its forward end a car wheel abutment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted partially to surround a portion of the rail secured to the rear end of the block, substantially non-cramping means for slidably clamping said block to the rail, said structures being designed to fit the largest rail for which the block is designed and the clamping means being adjustable to fit various sizes of rails, and means rotatably mounted at the forward end of the block for movement in the plane of the rail for centering that end of the block, said means comprising a pair of arms terminating in portions extending downward and outward with respect to the block adapted to contact the rail head.

13. A scotch block seated upon the rail head and having at its forward end a car wheel abut-' ment upstanding in the plane of the rail and adapted to slide along the rail under car wheel impact, said block having also dependent structure extending into the plane of the ties at each side of the rail for transmitting the shock of the impact to the ties and ballast and a guiding structure adapted partially to surround a portion of the rail secured to the rear end of the block, substantially non-cramping means for slidably clamping said block to the rail, said structures being designed to fit the largest rail for which the block is designed and the clamping means being adjustable to fit various sizes of rails, means rotatably mounted at the forward end of the block for movement in the plane of the rail for centering that end of the block, said means comprising a pair of arms terminating in portions extending downward and outward with respect to the block adapted to contact the rail head, and means for selectively securing said cam arms in a plurality of adjusted positions with respect to said block.

14. In a wheel stop of the type adapted to be mounted upon a rail and to slide therealong under car wheel impact, a centering means rotatably mounted upon the stop for movement in the plane of the rail, comprising a pair of cam arms having portions extending downward from points within the vertical projected area of the rail to points without the vertical projected area to contact portions of the rail.

15. In a wheel stop of the type adapted to be mounted upon a rail and to slide therealong under car wheel impact, a centering means rotatably mounted upon the stop for movement in the plane of the rail, comprising a pair of cam arms having portions extending downward from points within the vertical projected area of the rail to points without the vertical projected area to contact portions of the rail, and means for securing said arms in a plurality of adjusted positions with respect to the stop.

16. In a wheel stop of the type adapted to be mounted upon a rail and to slide therealong under car wheel impact, a centering means rotatably mounted upon the stop for movement in the plane of the rail, comprising a pair of cam arms having portions extending downward from points within the vertical projected area of the rail to points without vertical projected area to contact portions of the rail, and means including a plurality of spaced apart grooves formed in one of said arms at the end opposite the rail contacting portion and a set screw mounted upon the stop for securing said arms in a plurality of adjusted positions with respect to the stop.

STANLEY W. HAYES. 

